And watson p



13 Sheets-Sheet 1.

A. H. BOWMAN & W. P. WIDDIFIELD. ELECTRIC BRAKE FOR RAILWAY TRAINS.

No. 398,577. Patented Feb. 26, 1889.

(No Model.)

13 Sheets-Sheet 2.

A. H. BOWMAN & W. P. WIDDIPIELD. ELEGTRIG BRAKE FOR RAILWAY TRAINS.

7 N0. 398,577. Patented Feb. 26, 1889.

(No Model.)

(No Model.) 13 Sheets-Sheet 3.

A. H.BOW1VIAN & W. P. WIDDIFIELD. ELECTRIC BRAKE FOR RAILWAY TRAINS.

No. 398,577. Patented Feb. 26, 1889.

(No Model.) 13 Sheets-Sheet 4. A. H. BOWMAN & W. P. WIDDIFIELD. ELECTRIC BRAKE FOR RAILWAY TRAINS.

Patented Feb. 26, 1889.

(No Model.) 13 SheetsSheet 5.

A. H.-B0WMAN & W. P. WIDDIPIELD. ELECTRIC BRAKE FOR RAILWAY TRAINS.

No. 398,577. Patented Feb. 26, 1889.

wmweemi] W PEYERS. Phalo-uthogmplwr, wummun. u.' o.

(No Model.) 13 Sheets-Sheet 6.

A. H. BOWMAN & W. P. WIDDIFIELD. ELEGTRIG BRAKE FOR RAILWAY TRAINS.

No. 398,577. Patented Feb. 26, 1889.

13 Sheets-Sheet 7.

A. H. BOWMAN & W. P. WIDDIPIELD. ELECTRIC RRAKR FOR RAILWAY TRAINS.

No. 398,577. Patented-Feb. 26, 1889.

M R (D (No Model.)

(No Model.) 13 Sheets-Sheet 8.

A. H. BOWMAN & W. P. WIDDIFIELD. ELECTRIC BRAKE FOR RAILWAY TRAINS.

No. 398,577. Patented Feb. 26, 1889.

Wm\%%w. W km.

a/ifaw v (No Model.) Q 13 Sheets--Sheet 9.

A. H. BOWMAN & W. P. WIDDIFIELD. ELEGTRIG BRAKE FOR RAILWAY TRAINS.

No. 398,577. Patented Feb. 26, 1889.

l R F (No Model.) 13 Sheets-Sheet 10.

A. H. BOWMAN & W. P. WIDDIFIELD. ELECTRIC BRAKE FOR RAILWAY TRAINS.

No. 398,577. Patented Feb. 26, 1889. M MI (No Model.) 13 Sheets-Sheet 11 A. H. BOWMAN & W. P. WIDDIPIELD. ELEGTRIG BRAKE FOR RAILWAY TRAINS.

No. 398,577. Patented Feb. 26, 1889.

N. PETERS, Phmouihugm w. Washington. D. C.

(No Model.) 13 Sheets-Sheet 12. A. H. BOWMAN & W. P. WIDDIPIELD. ELECTRIC BRAKE FOR RAILWAY TRAINS.

No. 398,577. Patented Feb. 26, 1889.

n. PETERS. Phulo-Lilbcgnpher. Wuhmglcm u. cv

13 Sheets-Sheet 13. A. H. BOWMAN 82; W. P. WIDDIFIELD. ELECTRIC BRAKE FOR RAILWAY TRAINS. No. 398,577. Patented Feb. 26, 1889.

(No Model.)

A MCE.

ALEXANDER H. BOWMAN, OF PACKERTON, PENNSYLVANIA, AXl) WATSON P. \VIDDIFIELD, OF UXBRIDGE, ONTARIO, CANADA, ASSIGNORS TO SAID \VIDDIFIELD, ANSON TODD bll ON, OF UXBRIDGE, AND SAMI'ET. T'REET FULLER, OF STRATFORD, CANADA.

ELECTRIC BRAKE FOR RAlLWAY-TRAlNS.

SPECIFICATION forming part of Letters Patent No. 398,577, dated February 26, 1889.

Application filed October 29, 1888. fierial No. 289,469. (No model.)

To (LZZ whom it may concern detail of the invention, while the other figures Be it known that we, ALEXANDER H. BOW- are for the purpose of making the details MAN, a citizen of the United States, and a L clearer by means of different views of the resident of Packerton, in the county of Car- 1 same thing or by means of enlarged views of 5 bon and State of Pennsylvania, and \YATsON parts not clearly represented in Fig. 2. For P. .YID'DIFIELD, a subject of the (Queen of example, the coupling is on such a small lreat Britaimand a resident of Uxbridge, in 1 scale in Fi 2 that Figs. and l are added to 5 the county of Ontario, Dominion of Canada, '1 show the exact constructimi of such a couphave invented certain new and useful Im- 1 ling, Fig. 3 setting forth perspective view 10 provenients in Electric Brakes for Railway and Fig. l a side view. In Fig. one- Trains, of which the following a specifical half of the coupling is shown, and in Fig. l tion. l both parts are shown. Fig. is an enlarged Our invention relates to an electric-brake view of Fig. 2 as to the mechanism of the system in which the rotary momentum of the brake, the spring-lever in this iigure being on I 5 canaxle is automatically communicated to the 5 opposite sides of thearm 1' from what is shown brakelever through the medium of simple in Fig. This enables the whole spring-lemechanism and an electric circuit. 1 ver to be seen in the full operating mechan- \Ve have filed two applications relating to ism. This spring-lever is seen in opposite the same subject-matter of invention, both view from that appearing in Fig.1. Fig. 6 is b 20 showing, but only one claiming, the same 1 a plan view of the pulleys and levers of the thing. This, the present application, is one, brake system, and shows also the four magwhile we refer to the other by'the following nets, or rather two double magnets, which data: Serial No. 263,373, filed February 8,1888, serve to operate the brake when included in and issued on December 51s, 1 ass, jointlwto I an electric circuit. Two of them serve to ap' 25 our assignces and to ourselves. P i ply the brake and the remaining two serve The object of the invention isto provide to release the brake. A small portion of the means whereby the efficiency of an electric truck is also shown in Fig. 6. \Yith a slight 7 5 current may be increased. Instead of applydeviation in proportion and shape of the difing the electricity to lift the large frictionferent parts, Fig. 6 is a plan view of the per- 30 pulley against the car-axle, it is caused to l tion shown in 1. Fig. 7 is a view of the place a smaller frictioinpullcy against the 1 views shown in Figs. 1 and 6, taken at right axle, while the force communicated to the latangles thereto. The proportions and shapes 8o ter pulley is transi'nitted by suitable mechanmay be a little different in this figure, but ism to the large pulley. This said force throws not enough to change the nature of the in- 3. 5 the large pulley against the car-axle, and,bel vention. The lever 11' is a little more horiingrotated, causes thebrakcs to press against zontal in this figure than in any of the oth the car-wheels. l, ers. It is preferable to have it at such an ani A prominent feature of the invention eongle and in such a position that the chain 1 is sists of the simplicity of the mechanism einsufficiently long to be wound up and bring 40 ployed. to carry out the invention. the larger pulley into contact with the collar orthographic side elevation, partially in secaway. Fig. 8 is a side elevation of a portion Referring to the drawings, Figure l. is an I on the car-axle. Part of this collar is broken tion, of a portion of a car-truck and brake of a locomotivetender and freight-ear in therefor. Fig. 2 is a three-sided view'of the 1 which maybe seen 'the conduits for the wires 45 larger portion of a cantruck and brake there and their branches and the couplings ready i for. The side not shown in Fig. 2 is seen in for use. The four wires of the system may Fig. 1. The scale of Fig. is less than that be seen projecting from the conduits or pipes. of Fig. 1. In this figure are gathered every 'The branch pipes are preferably made of rubher to allow of greater ease in separating the wires in uncoupling the cars or in uncoupling the magnets of the brakes on the various cars.

Fig. 9 is a plan view of the ley'er 71, on an enlarged scale and by itself. Fig. 10 is a side view of the lever '11-, on an enlarged scale and by itself. Fig. 11 is avicw, from underneath, of the containing-box of the magnets. black spot in this figure is the hole through which passes the rod j. This box, with its The 5 three arms, is preferably in practice cast in 1 onepiece. Fig. 12 represents the principle underlying the electrical distribution of the system. Fig. 13 is a representation of a more complete and practical arrangement of the parts composing the electrical features of the system. In this figure is seen one switch taking the place of three switches; also, the

cells M' and M are replaced by one of the cells of one of the batteries A and A. Fig.

14 is a sectional view of one disposition of solenoids, cores, and ratchet-work employed in our invention, it being the Same as shown in part in Figs. 1, 2, 5, and S.

Fig. 15 is a view of another way of constructing the solenrate an axle or shaft, f, for the pulley d, and another shaft, g, for the pulley eye-bent lever, 3

h, supporting the smaller pulley and pivoted to a suitable support, 1', by means of a pivot, 1', connected to the lever h by means of a non-magnetic rod, j,-'the armature being represented as a core, is, of a solenoid, F,-or similar magnet; a rack, Z, of non-magnetic metal secured to the upper part of the core and gearing into a pawl or ratchet, m whose opposite end is over the core of another solenoid, p, or similar magnet, and which is pivoted to the solenoid F. Then the core of solenoid p is attracted upward, the core is is liberated and falls down ward by the action of the spring=arm of the lever h and by gravitation. The device consists, further, of a second bent lever, 1', supporting the axle f and pivoted upon a journal, 0, upon the support q; a chain, 0, conneeted at one end to the second bent lever through the medium of a third lever, 10, and at the other end to'the axle of the smaller pulley, and a chain connection, 3, between the shaft of the larger pulley an dthe brake-lever t. The lever 10 is pivoted on support (1 between the chain end and that end which connects the lever r. The chain r is preferably in a vertical line. The shaft f fits rather loosely in the bearing 11, so that the pulley 6 may move and strike against the collar 0 when Portion of the device is in full outside Fig. 17 is a plan View of the rack and for example.

of elastic plate metal such as the best steel,

The arm of the lever to which the" pulley e is supported is in a planeat right angles to that arm of same lever attached to the core 7'. The latter arm is flat in a horizontal plane, so that it forms an elastic con-- nection between the said core andthe pulley e. The lever 20 is of such length that when the brake is on full the chain end of the lever 10 strikes the bearing a: or support at that end of the-shaft g opposite the pulley 6, while the supports or arms q and 1 are represented as projecting from a containing-box, I, for the said solenoids. The pivot 011 the arm or support q for the lever to is slightly nearer the box than the upper end of the lever r, so that the chain end of the lever 20 may be substantially in a vertical line passing through the axis of the shaft g.

The cores of the solenoids F and pare only about half the length of the solenoids, while the non magnetic rods 71 and lare of much smaller diameter than the cores, while the holes in the iron spools of the solenoids-are shown at the upper portions smaller than at the lower portions. The rod 11 passes through the upper portion of the solenoid p, and the rack Zpasses through the upper portion of the solenoid F. The core of the solenoid p (let- I tered n) fits in the lower portion of the solenoid. At the lower ends of the cores are iron disks attached thereto and forming integral portions of the cores. I

By the above construction of core and solenoid a long pull may be obtained, so that the stronger the current in the solenoid F, for instance, the greater will be the pressure of the pulley e upon the collar 0. This collar 0 is made of alternate rings of metal and fibrous substancesueh as woodmounted upon the shaft or axle a, and formed thereon by surrounding the shaft with a suitable mold and casting metal and inserting the said fibrous substance alternately. It is evident that the magnets and cores may be multiplied in order to increase or distribute the power or for any other reason. y

In Figs. 15, 16, and 17 the rack Z is attached to a connecting iron piece, K, to which are attached two movable cores, G, half the length of the solenoids F and F, in which they fit loosely. The upper halves of the fixed cores H of the said solenoids are of solid iron, while the lower halves contain holes in which fit loosely the said cores G.

The electrical portion of the system consists (see' particularly Fig. 12) of the combination of two generators, the one A being located in or on the locomotive of the train of cars to which our invention is applicable, and the other, A, being located upon the last car. of the train, one or more couplings (one being shown in external elevation) serving to con:

remaining similar poles of the same generators, the magnet or solenoid F being in the circuit of the conductors B and C, and solenoid P being in the circuit of the con ductors B and I), a circuit-closer, E, normally open and in conductor D, a circuitcloser, P, normally open and in conductor C,

both of said circuit-closers in practice being located upon the locomotive, and a circuit closer, P, normally open and in conductor G, and located in the lastcar of the train, the

circuit-closers P and P being of magnetic Electromagnets material, such as soft iron. Q and Q are respectively beneath circuitclosers P and P, and, beingnormally in closed circuit. with batteries M and M by conductor T, (one of the generators M and M maybe omitted, if desired, or one or more cells of the battery A or A may be employed,) they (the magnets) maintain the said circuit-closers in an open condition against the tension of the springs R and R, (represented by the zigzag line in Fig. 12 at the lettersR and R.) Yhen closers P and P are replaced by the levers P and P which are so supported as to remain normally between the terminals of the conductor C and the magnets Q and Q, except that a movable armature, 7. is provided for each of the said magnets, the said armature being adapted to press the lever P, for instance, upon the terminals of conductor 0 when the said armature is released, and except that switches Z and Z are provided for closing the circuit through the conductor D to release the brake for including the graduated resistances Z and Z" in circuit with the conductor 0, and for connectin g the terminals of the conductor C with out any resistance. As either switch Z or Z is turned to the left from the position shown as regards Z or to the right as regards the switch Z, the brake will be gradually applied, and finally the whole force of the battery will be exerted upon the brake. If the wire T breaks, as may happen from the breaking apart of the train of cars, the armature is and 7c will fall and connect the terminals of the conductor in both the locomotive and caboose, and therefore the brakes will be instantly applied.

The details of the automatic switch for closthe wires or conductors break at one or more points between the locomotive and last car, the circuit-closers P and P will close an ac- 1 iive circuit through what may be termed the brake-magnet" F, and thereby bring all the ears to a gradual but quick stop, as will appear hereinafter from the statement oi operation oi the system.

Upon the box I, (see Fig. 1,) in any convenient position, is located a cmlpling, L, 1 similar to that indicated by L, except that the springs S, which are the terminals of the con- (If convenient, rheostats Z and Z (one in the ductor T, are omitted, because the conductor T does not pass through the coupling L.

The coupling seen in half, on an enlarged scale, in Fig. 3 consists of the combination of a metal frame, U, hollow and containing three terminalsfl V V", respectivelybelongto the conductors B, C, and D, and

mounted upon insulation, in the interior 3 of the frame or casing U, and provided with the terminal S, secured to the outside of the casing. Each terminal is elastic, and is adapted to press upon its mate in the other half, so that the outward appearance becomes substantially as shown at L in Fig. This portion of the system may be manipulated by pushing and pullingthetwo halves with ones hands in order. respectively. to couple and uncouplc the circuits. The conductor T in the system becomes cmitinuous by its at tachment to the terminal The distribution shown in Fig. 12') consists of the combination of the same elements as shown in regard to Fig. 12, except that one of the cells, )l, of the battery A is substituted for the batteries or cells M and M, except that the springs R and R and circuiting the terminals of the conductor C when the train breaks may be varied without departing from the spirit of our invention.

The modus operandi, succincily described, is as follows: Assuming that the brake is in its normal condition, as exhibited in the illustrations, and that the train is in motion, and that it is desired to stop or slacken the motion of said train, the engineer by means of a convenient handle closes the circuit-closer P, so that from the nature of the construction hercinbefore mentioned the solenoid F becomes energized and attracts its core upward.

locomotive and one in the caboose or last car) are introduced in this circuit conveniently near the circuit-closer P, or if other means are provided for varying the current, it is evi' dent that the current may be gradually applied. The spring-lever 72 becomes operated through the medium of the rod in such a manner that the small frictionpulley e is pressed against the collar 0 with a force or pressure dependent upon the amount of electric current applied to the solenoid F. The elastic or spring arm of the lever 72 serves to regulate the application of the force of the electric current in the solenoid. If this arm were not slender enough to be springy, or if an equivalent elastic connection were not provided, the brake would not be smoothly applied. lVhen the said pulley e touches the rotating collar c, it turns and its shaft g winds up the chain 1:, which is attached to the said shaft and also to the lever w. If the full and siifficient current applied, it is interesting to note that the chain end of the said lever n' will descend until it comes in contact with the arm which assists in supporting the shaft g,

and which is shown in Fig. 2. The consequent operation of the lever '20, turning about the fulcrum on the arm g, rotates the lever 0 until the large pulley d is pressed against the collar 0. A rotation of this pulley now occurs, and its shaft winds chain 3, thereby operating the brake-lever t, which is connected by any suitable mechanism to the pressureblocks of the brake.

The functions of the ratchet m and the raekZ are to retain the pulley e against the collar 0. This pulley 2 may be removed from the collar 0 and brou ht a 'ain into its normal osition' by closing the switch E, thereby energizing the solenoid p, whose core rises and liberates the ratchet on, so that the core 7cfalls. A suitable stop, N, may be provided for the core 7t and that of solenoid 19, so that they will not fall too far out of the solenoids. In Fig. 2 the bottom of the box I is shown as such a convenient means, the solenoids F and 19- being placed in this figure nearer the bottom of said box. If the coupling L accidentally or otherwise breaks apart, orif the electric conductors break, the train will automatically stop, because the current will be cut off from the magnets Q and Q, whereby the circuit closers P and P will be closed, and whereby, therefore, a similar operation will occur as mentioned above. As the magnets Q and Q are preferably on the last vehicle of the train, all the brakes on the cars will be applied by the breaking of the train into two sections. If for any reason any one of the brake mechanisms is to be cut out of circuit, the coupling L may be separated by hand. It is evident that the solenoids for applying and releasing the brakes may be termed electric motors.

The apparatus in the locomotive is preferably duplicated in the rear car, so that the whole system may be operated from either end of the train.

The generator A serves for all ordinary purposes, while the generator A serves in case of accident or occasional use; hence the generatorA, the generator M, and conductor T may be termed auxiliary appliances.

The terms solenoid and magnets or electro-magnets are used interchangeably in such places where it is evident that the one or the other can be employed to carry out our invention. For instance, it makes no difference whether the devices Q and Q are solenoids or electro-magnets. In the description the device R" is called an arma ture, but it is evident that it may have a projection. located in the center of the device Q or Q. In this case the armature would be a core of a solenoid. It is well known in the art and in the definitions in books on the subj ect that a solenoid is always a magnet, and may be used as such by closing a circuit through the same.

The operation of the distribution shown in Fig. 13 is as follows: To gradually stop the train, assuming that the same is in motion,

to connectthe otherterminal of the conductor a of the system, (lettered (1.) This other terininal in the figure is lettered C. To release the brake, turn the same handle to the right,

so that it will come into contact with the ter minal marked D of the conductor D, thereby causing the current to pass through the releasing-solenoid 19. Similar results may be obtained with the handle or switch Z. The operation of the system orconstruction shown in Figs. 15, 16, and 17is similar to that shown in the other figures containing the brake and releasing-solenoids. There is this difference, however, and that is that the double form shown in Figs. 15, 16, and 17 is found in practice to be more economical. The large mass of iron above the cores 7c and the core of the solenoid pfurnishes better results than when a hole is made in this'mass for the passage of the rod l and the rod connected with the core of the solenoid 1). Further, two cores have to lift only one rod or rack Z and rod j. The solenoid p doubled is not shown, as the construction is so similar to that of the double form of the solenoid F.

The term fiber as applied to the-collarrings 0 may consist of wood or cotton.

e claim as our invention- 1. In a system of electric brakes for railway-trains, the combination of an electro magnet, a second electro-magnet, two independent electric circuits, respectively including said electro-magnets, a third electric circuit, T, including an electric-magnetic e10;- ing-switch normally closed as to the magnet of the circuit-closer, the circuit-closer itself being adapted to close the first electro-magnets circuit, a suitable circuit-closer for the second electro-magnets circuit, electric generators of equal electro-motive force, the one located on the locomotive of the train and the other on the last car of the train and connected in opposition with the'said twoindependent electric circuits, and athird electric generator in circuit with the magnet of the said electro-magnetic circuit-closer.

2. In a system of electric brakes for railway-trains, the combination of two frictionpulleys, the one connected to the brake-lever and the other tothe armature of an electromagnet, and both being connected to each other and geared to a collar upon the caraxle, the said collar consisting of alternate rings of metal and fiber secured upon the caraxle.

3. In a system of electric brakes for railway-trains, the combination, with the frictionpulleys of the brake, of a collar upon which the said pulleys press, the said collar consisting of alternate rings of fibrous substance, as wood and metal.

4. In a system of electric brakes for rail- Way-trains, the combination of a car-axle provided with a collar, a friction-pulley sup:

ported upon a lever, a friction -pullcy of smaller diameter than the first-named pulley and whose shaft is connected to said lever, both pulleys being adjustable relatively to the said collar, a lever applied at one end to the smaller pulley and at the other end or arm to the core of a solenoid, the said arm being elastic, as and for the purpose described, a retaining device for the said core, consisting of a rack and pawl, and a second solenoid whose armature or core is in the path of the said pawl and so arranged as to be adapted to release the pawl from said rack, the said solenoids being located in suitable electric circuits.

5. In an electric-brake system for railwaytrains, the combination of a normally-closcd electric circuit, brakes on all the cars of the train normally out of action, a normally-open circuit, means for closing the latter to bring the brakes into action, electro-magn ets in the said first circuit, and magnetic circuieclosers within attractive distance of said electro-mag- 1 nets and included in circuit with the said normallwopen circuit, electric generators located on both the locomotive of the train and on the rear car and included in circuit with one more generator, M, similarly located, a conductor, B, connecting similar poles of the first-named generators, two other conductors connecting the remaining similar or like poles of the same generators, a magnet, F, in circuit with the last-named conductors l3 and C, and a second magnet, p, being in circuit with the conductors B and D, a circuit-eloser, E, normally open and in conductor D, a circuiteloscr, I, normally open and in conductor 0, both of said circuit-closers beinglocated upon the locomotive and on the rear car, a circuitcloser, P, normally open and in conductor C, and located on the last car of the train, the circuit closers P and P being of magnetic material-such as soft iron-and magnets Q and Q, located within attracting distance beneath the said cireuitclosersPand P, and

normally in closed circuit with battery M by a conductor, T, and thereby maintaining said circuit-closers open against tension-springs R and B, respectively connected to saidcircuitclosers.

9. In a system of electric brakes for railway-trains, the combination of two generators of equal electro-motive force connected in opposition in such a manner that one conductor, .3, connects two similar poles of the two generators, and two other conductors, C and D, connect the remaining two similar poles of the same generators, a solenoid in circuit with a conductor connecting the conductors B and a second solenoid in circuit with a conductor connecting the conductors B and i D, the conductors D and C being normally 7. In a system of electric brakes for raili way-trains, the combination of a pulley in frictional contact with one of the axles of the wheels of the train, a shaft carrying said pulley and supported at one end to a suitable bearing and at the other end by one arm of open, a nornmlly-closed circuit containing a magnet whose core is connected with a normally-open circuit-closer in conductor C, and

a pivoted bent lever, a second pivoted lever i hinged at one end to the remaining arm of the first lever and at the other end to a chain,

a second pulley in frictional contact with the said axle and whose shaft is supported by a 1 suitable bearing at one end and upon one arm of a third bent pivoted lever at another point, the said shaft being connected to said chain,

a second chain connecting the shaft of the first pulley to thebrake-lever, a solenoid whose 1 core is connected elastically to the arm of the l lever which supports the second pulley, a

ratchet or toothed projection for the said core and a pawl engaging said ratchet, and a second solenoid whose core is adapted to trip said pawl, the said solenoids being included in independent electric circuits.

In an electriebrake system, the combination of two electric generators, the one A being located on the locomotive of the train t of cars, and the other, A, beingloeated upon the last car of said train, one or more electric 3 couplings connecting the conductors which 1 pass from the generators, of which there is a suitable generator For said normally-closed circuit.

10. I11 a system of electric brakes for railway-trains, the combination of two solenoids, I

movable cores for both solenoids, stops located under the cores at such a distance below the solenoids that the cores cannot fall away from the attractive influence of the solenoids, a

1 rack or toothed rod secured to one of the said cores and gearing into a ratchet which is pivoted and whose one arm islocated in the path of the core of the other solenoid, and a spool for the windings of the solenoids, the said spools having openings for the cores.

In testimony that we claim the foregoing as our invention wehave signed our names, in preseneeot two witnesses, this 25th day of October, I989.

ALEXANDER ll. BtHVMAX. \VATSON P. \VIDDIFIELD.

Witnesses for Bowman:

RALPH W. Porn, Enwivn'n P. THOMPSON,

Witnesses tor \Viddiiield:

JOHN W. WIDDIFIELn, M. FRANKISH. 

